Air intake and exhaust mechanism of diesel type of engines



Oct. 4, 1932.

F. A. THAHELD AIR INTAKE AND EXHAUST MECHANISM OF DIESEL TYPE OF ENGINES Filed Oct. 4, 1950 4 SheebS-Sheet l F. A. THAH ELD AIR INTAKE AND EXHAUST MECHANISM '0F DIESEL TYPE OF ENGINES Filed Oct. 4, 1930 4 Sheets-Sheet 2 Oct. 4, 1932. F, A, THAHELD 1,880,531

AIR INTAKE AND EXHAUST MECHANISM QF DIESEL TYPE 0F ENGINES Y Filed 001,.4. 1930 4 Sheets-Sheet 3 S14/vento@ 6 @W I dbbormq 0er.' A4, 1932. F, A, THAHELD' 1,880,531

AIR INTAKE AND EXHAUST MECHANISM OF DIESEL TYPE OF ENGINES Filed Oct. 4, 1930 4 Sheets-Sheet 4 Pateted oct. 4, A1932 UNITED STATES PATE'NTV OFFICE snm A. THAHELD, oF DALLAS,

TEXAS, ASSIGNOR, BY MESNE ASSIGNMENTS, TO G'UIII-v BERSON DIESEL ENGINEfCOMPAlNY, OF DOVER DELAWARE, A CORPOATION OF DELAWARE AIB INTAKE 4ANI) MECHANISM 0F DIESEL 'YPE 0F ENGES Application led Dccober 4, 1930.n Srial No. 486,345.

This invention relates to new and useful improvements in the air intake and exhaust mechanism of Diesel type of engines.

The invention has particularly to do -wlth the admission of air and the discharge of the exhaust gases of the engine.

One object of the invention is'to prevent a counterow of the exhaust gases whereby their escape through the air intalie is 'preu vented and their discharge through the exhaust conductor is assured.

i A further object of the invention is to provide meansfor inducing a positive flow of the e` haust gases in a direction rearwardly l, with respect to the line of movement of the engine where the latter is used on an airplane or other vehicle. 1 A

Still another object of the invention 1s to provide means for creating a rearward draft,

im whereby the exhaust gases are carried rear- Wardly when discharged from the cylinder. A further object of the invention is to provide a continuous conductor having connec-1 tion intermediate its ends with a single ort gg; entering the engine cylinder and provlded with an air intake opening at its forward end and an exhaust opening at its rearward end, said4 openings being located on `opposite l sides of the cylinder port, which is offset 1n the conductor so that air currents may bypass the same.

An important object of the invention is to provide an upstanding guard in the manifoldA at the cylinder port acting to deiect the invflowing air currents and to cause them to enter the port from the rear side; also acting to cause the exhaust gases to be directed rearwardly from said port.

A construction designed to carry ,out the invention will be hereinafter described together with other featuresof the invention.

The invention will be more readily under- 1 stood from a reading of the following specication and by reference to the accompanying drawings in which an example of the in` vention is shown, and wherein:

Figure 1 is a plan vlew of an engine cylinder equipped with a manifold constructed in accordance with the invention, Figure 2 1s a yvertlcal sectlonal view of the same,

Figure 3 is a horizontal cross-sectional view through the manifold,

Figure 4 is a horizontal sectional view y taken on the line 4--4 of Figure 3,

Figure 5 is a plan view of another form of.

manifold with the rocker box cover removed,

' IFigure 6 is a vertical sectional-view of the same,

Figure 7 is a horizontal cross-sectional viewof the manifold shown in' Figure 5 and Figure 6, and l Figure 8 is a transverse vertical sectional view taken on the line 8-8 of Figure 7.

' This application is filed as a continuation in part of my co-pending application filed April 7, 1930, Serial No. 442,316.

vIn the drawings the numeral 10 designates an engine cylinder kof a Diesel type of engine, which cylinder is provided with an inclined head 11. A cap 12 is mounted on the head 11 and has a depending annular apron 13-which is screwed or otherwise fastened on .the upper end of the cylinder. The cap is provided w ih'a sinuous manifold 14 and a rocker box 1 \is mounted on top of the mani- '.fold enclosed by a removable cover 16. The

engages the stem 18 of a valve 19, which stemis slidable in a guide 20. The guide is secured in a boss 21 in the roof of the manifold. The valve is held closed by a spring 22. These details are not a particular part'of the invention,as any type 0f Valve and valve operator may be us The valve 19 vengages an annular seat 23 on the underside of the port24 in the cylinder i head 11 and when said valve is elevated it is closed. This type of engine employs a single` valve and a single port which serves to admit the charge of air and upontlue next operation to permit the escape of the exhaust gases.

In Figures 1 and 3 the arrow at the left indicates the line of travel through which the cylinder is moved and the'left side thus bethe manifold andcontiguous to the port 24 causes the air. currents admitted to the manifold to enter the rear side of the port 24 and also prevents the exhaust gases from moving forwardly into the mouth of the manifold.

The central portion of the manifold at which the port 24 is located is enlarged and the outenwall 28 vopposite the pocket 26 isl gradually curved so as to tend to deflect the inxushing air currents into the pocket, but atV the same time permitting a certain portion of the air currents to by-pass the pocket and enter the tubular exhaust end 29 of the manifold. It is pointed out that the entrance to the manifold is substantially on one side of 4 the port 24 and pocket 26 while the exhaust outlet is on the opposite side.l This is particularly true of the axis of movement ofthe cylinder which passes through the center of e valve. By locating the air entrance on one-side and the exhaust outlet on theopposite side of the cylinder port, it is obvious that the tendency of the air currents is to `rush through the manifold and by-pass the port This is a very important feature of the invenso as to pull out the exhaust gases and carry themrearwardly, unless counteracted by the suction of the piston on the intake stroke.

.tion because it precludes the escape of the exhaust gases forwardly through the airv inlet, which has been the objection to some types of motors for use in airplanes. B reason of the sinu'ous shape and the gradual curve of the walls of the manifold toward the Joset pocket 26, the air currents are caused to whirl when entering the ocket and' flowing into the cylinder, and .thls tends to create a turbulence in the cylinder which is highly advantageous in producing a more effective combustion.- When the exhaust gases escape through the air inlet of the manifold the propeller will blow such gases rearwardly with serious results to the aviator. The flaring natureofthe inlet 25 produces a lsomewhat ventura effect and this also. acts to defeat a counterlow of the exhaust gases.

In Figures 5 to 8 inclusive, I have shown Y which it escapes.

another form of manifold which is also set forth in my co-pending application filed I April 7, 1930, Serial Nol 442,316, but which is r not specifically claimed in said application except in combination with other parts.

The outer end of an engine cylinder 10 is the engine is moved forwardly. A rocker' box 15 is mounted on top of the-manifold and enclosed by a removable cover 16. The head, manifold and box are preferably made integral, but this is not essential. l

As in the preferred form a single valve 19 is employed for each cylinder, whereby the col1arv30 constitutes both an intake and an exhaust port 24.l The valve is operated under tenslon of springs 22" by a rocker, arm 17 which is journaled in the box 15. A

In( Figures 5 and 7 the arrow at the left indicates-the line of travel through which the cylinder is moved. The manifold has its forward end 35 open, which provides an inlet to an air intake chamber 36, while its rear end is open to form an outlet or an exhaust chamber 37. A hood or deflector 38 is interposed between the chambers so as to overhang the combination intake-exhaust port 24 and is open rearwardly to the exhaust chamber.-

As shown in Figures `6 and 7, air entering the chamber 35 is deflected by the hood 38 and caused to ss around/each side thereof before lentering the latter. This air is drawn in to the rearl side of the hood and down through` the port 24 into the cylinder. The exhaust from thc cylinder passes out through the .port 24. and is discharged rearwardly frmvthe hood 38 into the chamber 37 from Y Various changes in the size and shape of the different parts, as well as modifications and lalterations, may be made within the scope ofthe appended claims.

Having descrlbed and illustrated a preferred formof the invention, what I claim, is

A 1. A manifold. for an oil engine includin a sinlfous body having an air inlet at one en andan exhaust outlet at the opposite end, said body also havingan offset pocket intermediate 1ts ends open at its bottom, with` an upright def-lector wall separating'the air inlet port1on from the pobket.

2. A manifold fr an oil engine including a pocket intermediate its ends, said pocket ios nis

having an open bottom for connection with the port of an engine cylinder, said manifold having alongitudinal air passage, the front side -of the pocket being closed to said passage and the rear side of said pocket, being open to said passage., v

3. A manifold having a forwardly ared inlet end and a rearwardly directed exhaust end, a pocket offset at one side of the mani-- fold and having an open bottom,and a de iiecting web between the pocket and the fiared inlet end, the body of the manifold being curved sinuously from its air inlet to its exhaust outlet and having a continuous passage therethrough contiguous to the pocket.

4. A manifold for an oil engine including a body having an air inlet at its forward end and an exhaust outlet atits ends, and a guard in said body in the path of the iniiowing air for deflecting said air-.and for causing the exhaust gases to flow rearwardly and for preventing said gases from flowing forwardly to the air intake.

5. A manifold for an oil engine having a forward air inlet and a rear exhaust Outlet and also a combined air outlet and exhaust inlet intermediate its ends, the exhaust endl of the manifold being unrestricted the airinlet of the manifold being laterally odset from the exhaust outlet thereof with respect to tkhe axis of the line of travel, whereby the exhaust gases are induced to flow outlet.

e. A manifold for nn i1 engine .having n longitudinal passage therethrough and an opening intermediate its ends for connection with an engine cylinder, and means in thef passage of the manifold for deecting the inflowing air and causing it to whirl as it Hows through said opening.

7. A manifold for'an oil engine having a longitudinal passage therethrough and a pocket in its bottom for connection with the cylinder of an engine, and means within the` manifold at the pocket for closing the front toward the exhaust engine including, a body havin a continuous sinuous passage extending t erethrough side of the pocket to the'inflowing air and e opening the rear side of the pocket to the rearend of the manifold, whereby the exhaust gases may' How in a direct path to the said exhaust end.

8. A manifold for an oil engine having a longitudinal passage therethrough and a pocket in its bottom, and an upright guardatthe pocket within the passage of the manifold for deiiecting the exhaust` gases to the rear of said passage. l

9. A manifold for an oil-engine having a longitudinal passage ltherethrough andA a pocket in its bottom offset to'one side of the passage, the Walls of the manifold adjacent l the pocket being arranged to deflect the air currents flowing through said vpassage and to cause them to whirl, upon entering the v pocket. t

10. A manifold for an internal combustion 

